Compensating valve.



S. G. NEAL. GOMPENSATING VALVE.

APPLIoATIoN FILED JULY ze, 1913.

Patented Mau.` 10, 1914-.

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SPENCER G. NEAL, OF LOS ANGELES, CALIFORNIA, ASSIGNOR T CALIFORNIA VALVE AND AIR BRAKE COMPANY, 0F LOS ANGELES, CALIFORNIA, A CORPORATION 0F Y CALIFORNIA.

COMPENSATING VALVE.

Specification of Letters Patent.

Patented Mar. 10, 1914.

ing Valve, of which the following is a speciication. U

The compensatin valve whlch forms the `subject matte.` of t is invention is adapted to a great variety of uses, but is more particularly intended as a means to regulate the supply of air under pressure to air braking systems for railways.

The present invention has for its principal object, an improved compensating valve that will not fail to maintain a predetermined pressure in a train pipe, such train pipe pressure in present practice being reducedv (not maintained) when leaks occur in the train pipes or iittings.

This compensating valve will operate successfully Ain conjunction with the engineers valve of present brakin systems with but slight alteration of sai valve. Moreover, this compensating valve automatically malntains a predetermined pressure in a train pipe during service, lap, and running posltions; in this particular this invention is an improvement over the feed valve in use at the present time, because said feed valve is capable of furnishing air to the train pipe in moderate quantities only, and only during 8. a ss v such times as lthe engineers valve is in running os1t1on.

Re erring to the accompanying drawings,

'which illustrate the invention: Figurel is a diagrammatic view illustrating the application of this compensating valve to a wellknown air braking system. Fig. 2 is a vertical mid-section of the com nsating valve. Fig. 3 is a plan View of a disk, which is inserted in a well-known braking valve to adapt same to coperate with this compensating valve. Fig. 4 is a view, the sectional part of which illustrates certain changes in a well-known engineers valve to 'adapt same to coperate with the compensating valve, which forms thev subject matter of this invention. Fig. 5 is a mid-section of the compnsating valve, the valve operating parts mg shown in a differentv position from that illustrated in Fig. 2.

Referring in detail to the drawings, 1 1n general way designates the compensating a ve, (see Fig. 1) 2 the engineer-s valve and 3 the main storage reservoir for supplying braking air to the train pipe. The well known mam supply pipe 4 leads from the storage reservoir 3.to the bra-ke valve 2; a branch pipe 5 leads fromthe brake valve 2 to the main train pipe 6. Pipe 4 may be provided with the well known cut-out valve 7. The brake valve 2. is connected with the usualegualiaing reservoir 8 by means of an equalizmg pipe 9. Pipe 5 is provided with valve 11. In order to connect the compensatmg valve 1 with these Well known parts, a supp y plpe 12 is run from the reservoir pipe 4 to the compensating valve 1, said pipe 12 preferably being provided with a cut-out valvev 14; and an equalizing reservoir pipe 15 is run from the compensating valve l to the equalizing reservoir 8 or to the pipe-9, which is in communication with said equalizmg reservoir 8. Said pipe 15 is preferably proviaed'with a cut-out valve 16; pipe 17 is also added to connect the compensatin valve to the main train pipe 6, said pipe 1g preferably being furnished with a' cut-out valve 18.

The braking apparatus which has thus far been described, relates to the engine only and it is to this part of the brakmg apparatus of the train that this invention pertains, but in practical operation the braking action on eachcar of the train is affected. Referring now more particularly to 4, this view-shows the well known en eer s -brake valve altered somewhat in t e seetioned portions to adapt the same to coperate with this compensating valve. 22 is the usual train pipe piston chamber, the piston being removed therefrom, and a combined metallic and leather gasket or disk 23' then being placed over said chamber 22 tol make an air tight seal between the equalizing chamber 24, and said train pi e chamber 22. The reason for inserting sai gasket 23, p

-is that. the well known piston not shown) which ordinarily occupies c amber 22,

.would not make an absolutely air tight clo- Referring now in detail to the -construci tion of the Vcompensating valve shown in 1.10

section in Figs. 2 and 5, the casing for said valve preferably comprises an. upper cap 31, having an upward tubular extension 32, and the lower cap 33. Within the casing formed g by said caps 3 1 and 33 is a diaphragm device designated in a general way by the l numeral 35, said device comprising the diaphragm proper 36, the base diaphragm support 37, having the tubular upward exten- 'sion 38 projecting centrally therefrom, said extension 38 being externally threaded near its base to receive an internally threaded upper diaphragm support or clamping member 39, which is screwed down upon the diaphragm 36. Said tubular extension 38 closely fits the interior of the cap extension 32 and said extension 38 is preferably contracted throughout its upper portion, as shown in Fig. 5, in order to reduce the size of the stuing box 41. The upper end of said extension 38 is rovided with radial ports or vents 42. ithin the tubular extension 38 is a valve device comprising a valve stem 43, having a winged middle portion. 44, terminating at its lower end in a release valve 45, below which is another winged portion 46 terminating at its lower end in a train pipe su ply valve 47. The valve device just described, its winged portions 44 and 46, and valves 45 and 47 are formed in one piece, the various parts of which necessarily move in unison. Said valve device is provided at its upper end with a stop nut 51, screwed on to the upper.V

end thereof and retained by lock nut 52.

Said stop nut 51 is at times engaged by the upper end of the tubular extension 38 to lift.

the valve device. It will be seen that there is an' annular clearance or passage 53 around the stem 43, and that this passage in combination with the air space provided by the winged portion 44, permits the air to pass from the valve 45, when open, to the upper end of the valve device and out the vents 42. Upon the upper end of the cap extension 32 is screwed a housing or cap 54, provided with vents 55 so that air escaping from the vents 42 cannpass to the outerv atmosphere. The downward movement of the valves 45 and 47 is limited by an adjustable stop nut- 56, which is screwed into an extension 57, of suiicient size to admit the valves'45 and 47 together with the valve stem 43. Said adjustable nut 56 is retained i'n the adjusted position by lock nut 58. Y Y

The diaphragm devicev35 divides the interior of the casing into two compartments, an upper chamber 61, which forms-an equalizing chamber, and a lower chamber 62 which forms the train pipe chamber. The airnfrom the main reservoir 3 (see Fig. 1) is conducted by the branch pipe 12' to an inlet passage 63, thence to theinterior of the extension 57 beneath valve 47, so that when 'said valve 47 is open the air can enter the Y6l is provided with a port 61s, from which train 'pipe chamber 62. The -winged portion'. 46 between valves 45 and 47 moves inside .of guiding sleeve 64 formed within the casing.' as shown in Figs. 2 and 5. The valve cas# ing members 31 and 33 already referred to, are provided with flanged portions between which is clamped the diaphram proper 36, said ianged portions being held together by the cap screws 65. The equalizing chamber the pipe 15 leads to the equalizing reservoir 8. Train pipe chamber 62 is provided with a train pipe passage or port 62a, which communicates with train pipe branch 17 -Disk 23 (see Figs. 3 and 4) is provided with an aperture 25 to register with supply passage 25, with an aperture 26aL to register with train pipe supply passage 26, and with the well known equalizing passage 70. These 1 openings furnish outlets to all the passages and ports of the well known engineers brake valve, the piston chamber alone being closed at its upper end and thereby separated from chamber 24.

Operation: This compensating valve per forms all the functions of the equalizing discharge valve and its piston l(said piston beingV dispensed with and removed fromthe piston chamber 22 on the engineers-I valve as already stated), and in addition to such functions, this compensating valve pei'- forms certain other functions which will hereinafter be described. The engineers: valve proper will perform all ofits well known functions, and maintain its variousI positions as before, namely, full release, running, service, lap, and emergency positions. The charging of the train pipe is caused, as is well known in present braking systems of the standard type, by placing the engineers valve in the full release position in order quickly to charge the train pipe; said engineers valve being placed at the running position, as in present practice, as soon as the desiredmaximum train pipe pressure has 11o been obtained. A The train pipe having thus been charged to the required pressure and the equalizing reservoir 8, also being charged to an equality with the train pipe pressure, the result will be that the pressure inthe equalizing chamber 61, which is in communication with the equalizing reservoir 8, will be the same as the train pipe pressure in the train pipe chamber 62 of the compensating valve, said chamber 62l being in direct com- 120 munication with the train pipe Vthrough the pipe 17. With the pressure as just described,in orderto make a reduction of the train pipe pressure the b'rake valve 2 is laced in the service position, thereby releas- IOF- Vmg air from the equalizing reservoir 8 to the valve below the pressure in the lower train /i/ I ipe chamber 62 of said compensating valve. he result of this change of pressure will be to allow the excess ressure in chamber 62 on the lower side cip diaphragm 36 to raise the diaphragm device 35 and the parts connected therewith, to the position shown in Fig. 5, thus opening the release valve 45 to release train pipe air through passage 53 and vents 42 and 55. When the train pipe pressure in the train pipe chamber 62 has thus been reduced beneath the pressure in equalizing chamber 61, said diaphragm device 35 and the parts carried thereby will move back to the lap position, thus closing the release valve 45 and cutting olf further escape of train pipe air. If instead of reducing the pressure in the equalizing reservoir, as has just been described, the engivneers valve was operated in such a manner as to raise the pressure in the equalizing reservoir 8, and therefore in the equalizing` chamber 61 -ofthe compensating valve, the result would be a reverse operation of. the

. compensating valve, 'the pressure in equalizing chamber 61 exceeding that in train pipe chamber 62 and causing the valve 47 to open, as shown in Fig. 2, thus supplying air to the train ipe by way of branch pi v17, which leads .rom the train pipe cham r 62 of the .compensating valve.

i It is evident that any reduction of pres? sure in the train pipe chamber 62 will operate the compensating valve in the same manner as an increase o pressure in the equalizing chamber 61. Such reduction may be caused by leaks in the train pipe and also by the operation of the triple valve to supply the desired amount of air to the brake cylinder for' service application;

The adaptability o thisu compensating valveto furnish air pressure to the train pipe for all service applications when using the patented triple valve just referred to, eliminates the necessity for augmenting the train line capacity for service applications and materially reduces the element of time now refucred for charging the auxil' i ary rese ervoir,' ause air for service applications is not secured from the auxiliary reservoir for service braking.

1. In a compensating valve, a casing, a diaphragm dividing said casing into two compartments, one of said compartments forming an equalizing chamber, and the other of isaid compartments forming a train pipe chamber, a valve device located'centrally of said diaphragm and operated thereby, said valve device comprising a valve element adapted to control communication from the main reservoir to said train pipe chamber, and another valve element adapted to control communication from said train pipe chamber to the outer atmosphere.

2. In a compensatin valve, a casing, a diaphragm device diviing said casing into two compartments, one of said compartments being an equalizing chamber and the other of said compartments being a chamber in communication with the train pipe, there being a passage extending through the cen. tral portion of said Adiaphragm device, a valve device located in said passage, said valve device comprising a valve element adapted to control communication from the main reservoir to said chamber in communication with the train pipe, and another element adapted tol control communication from said train pipe chamber through said central passage to the outer atmosphere.

3. In a compensatin valve, a casing, a diaphragm device divi 'ng said casing into two compartments, one of said compartments being an equalizing chamber and the other of said compartments'being a chamber in communication with the train pipe, said diaphragm device having a hollow extension projecting centrallyl therefrom Athrough the egualizin chamber and casin at that side o the evice, a valve device extendin through said hollow extension and provid with a shoulder movable into and out of engagement with the end of said hollow extension to move the valve device, a valve element carried by said valve device to control the entrance of air from the train pipe chamber into said paage, andA another SPENCER G. NEAL.

AWitnesses: l

GUY C. France, VAnimar I-I. Mnnnmn.

name in the presence of two sub- 

